Apparatus for securing lading on railway flat cars

ABSTRACT

A tie-down system for carrying loads, such as lumber, on the deck of a railroad car is disclosed having resiliently anchored banding providing tie-downs to secure the loads onto the deck so that a minimum travel or shifting of the loads longitudinally along the deck is obtained when the loads settle and impact forces are exerted against the car. The banding is arranged in an endless double loop over the load with the free ends of the bands positioned over the upper surface of the load for tensioning and securement. The double loop permits the banding to slip longitudinally about its anchor points thereby to provide a mechanical advantage and permitting a relatively high initial tensioning to be obtained with conventional tensioning equipment without the use of power tools. Various means are employed to reduce any pretensioning in the banding upon removal of the banding and unloading the flat car. The tie-down assembly is further designed to reduce or substantially eliminate lateral movement of the lading. The tie-down assembly comprises a resilient means for pretensioning the banding, a means for receiving the banding preferably designed to avoid stress concentrations in the banding passing therethrough, and means for providing at least some rotational movement of the tie-down assembly about its own generally vertical axis at least about 20*. Means may be provided on the car for storing the tie-down assembly when not in use. And the tie-down assembly may include means for mounting the same on the car in such a manner that upon removal of the banding therefrom, the assembly automatically assumes a stored position on the car.

atent n91 llnited States ULeary et al.

[451 Apr. 16, 1974 APPARATUS FOR SECURING moms 0N RAILWAY lFlLAT CARS[75] Inventors: Walter E. OLeary, Creve Coeur;

Duane V. Thornton; James C.

Ellammonds, both of St. Charles; Roy R. Dare, OFallon, all of Mo.

[73] Assignee: ACF Industries incorporated, New

York, N.Y.

[22] Filed: July 19, 1972 [21] Appl. No.: 273,231

Related US. Application Data [63] Continuation-impart of Ser. No.80,284, Oct. 13,

1970, Pat. NO. 3,678,866.

2,970,552 2/l96l Baker 105/368 T 3,298,l73 l/l967 Empson.... 105/369 A3,229,952 l/l966 Zumbo 248/361 A 2,312,119 2/1943 Nystrom et al. 105/369A Primary Examiner-Drayton E. Hoffman Attorney, Agent, or FirmHenry W.Cummings [57] ABSTRACT A tie-down system for carrying loads, such aslumber,

on the deck of a railroad car is disclosed having resiliently anchoredbanding providing tie-downs to secure the loads onto the deck so that aminimum travel or shifting of the loads longitudinally along the deck isobtained when the loads settle and impact forces are exerted against thecar. The banding is arranged in an endless double loop over the loadwith the free ends of the bands positioned over the upper surface of theload for tensioning and securement. The double loop permits the bandingto slip longitudinally about its anchor points thereby to provide amechanical advantage and permitting a relatively high initial tensioningto be obtained with conventional tensioning equipment without the use ofpower tools. Various means are employed to reduce any pretensioning inthe banding upon removal of the banding and unloading the flat car. Thetie-down assembly is further designed to reduce or substantiallyeliminate lateral movement of the lading.

The tie-down assembly comprises a resilient means for pretensioning thebanding, a means for receiving the banding preferably designed to avoidstress concentrations in the banding passing therethrough, and means forproviding at least some rotational movement of the tie-down assemblyabout its own generally vertical axis at least about 20. Means may beprovided on the car for storing the tie-down assembly when not in use.And the tie-down assembly may include means for mounting the same on thecar in such a manner that upon removal of the banding therefrom, theassembly automatically assumes a stored position on the car.

28 Claims, 23 Drawing Figures PATENTED PR 1 IBM 3x30411328 sum 3 or aPATENTEUAPR 15 1974 sum 5 or 6 APPARATUS FOR SECURING LADING ON RAILWAYFLAT CARS CROSS REFERENCE TO RELATED APPLICATION BACKGROUND OF THEINVENTION Various types of tie-downs have been employed heretofore onrailway flat cars to secure loads thereon. For example, chains have hadtheir ends resiliently anchored over loads to hold the loads onto thedeck of the car. However, prior art tie-downs employing banding arecharacterized in that only a relatively small amount of takeup isprovided. Thus upon a settling or compaction of the load during transit,any pretensioning in the tie-downs is reduced or limited. Theelimination or reduction in pretensioning permits the load to shift onthe deck of the car, particularly during impacts. The shifting of theload is undesirable, particularly if a shift of over around 12 to 24inches is permitted. Some shifting will probably result upon repeatedimpact loads being exerted against the car, particularlyrepeated impactloads from the same end, and as long as the shifting of the load is heldwithin a minimum range then such shifting is not particularly harmful.

SUMMARY OF THE INVENTION The present invention is directed to a systemof banding loads on flat cars and a tie-down assembly therefor so that aminimum shifting of the load results. The system employs a relativelyhigh pretensioning of the banding over the load to be secured and suchpretensioning is maintained, although at a lower level, even upon acompaction or settling of the load as much as 1.5 inches. The banding isarranged in an endless double loop over the lading which permits thebanding to slip lengthwise and to provide a two to one mechanicaladvantage when the ends of the banding are drawn tight for pretensioningand securement. This permits conventional hand tools to be employed fordrawing the ends of the banding tight and for supplying a pretensioningload of at least 2,000 preferably around 3,000 to 4,000 pounds. Theresilient means preferably substantially ceases resilient deflectionafter the lading has travelled longitudinally on the car a maximum ofabout 24 inches.

A tie-down assembly is provided including resilient means to provide thenecessary pretensioning, for example, a coil spring or rubber in shear;means for receiving the banding and applying the tension theretopreferably designed to avoid imparting stress concen-,

trations to the banding passing therethrough, such as a clevis or alink. In one embodiment part of the means for receiving-the banding isrotatable, for example, by providing a rotatable pin in a clevis. Acollar may be provided on the pin to further avoid imparting stressconcentrations to the banding passing therethrough. Means are alsoincluded in the assembly for allowing rotational movement of theassembly about its own generally vertical axis to the extent of at leastabout 20, and preferably allowing unlimited rotation about this axis.

The tie-down assembly is affixed to each side of the car and the bandingextends about the banding receiving means with the ends of the bandingpositioned in overlapped fashion over the upper surface of the load. Theends of the banding are drawn tight and the resilient means on each sideof the car is compressed to provide a pretensioning load on theassociated banding.

Under high pretensioned loads, the cutting or snipping of the bandingcould be a safety hazard. Several separate embodiments are disclosed forreducing the tensioning in the banding prior to removal of the bandingand unloading of the load.

The tie-down assembly may include meansfor mounting the assembly so thatit automatically assumes a stored position on the car deck or adjacentthe side of the car upon removal of the strapping therefrom. The car maycontain means for supporting the assembly during transit when theassembly is not in use.

The invention accordingly comprises the constructions hereinafterdescribed, the scope of the invention being indicated in the claimswhich follow.

I THE DRAWINGS In the accompanying drawings, in which several of variouspossible embodiments of the invention are illustrated,

FIGS. 1 and IA are side elevations of a railway flat car illustratingbundled lumber secured thereon by the tie-down arrangement comprisingthe present invention, FIG. 1 showing one-half the length of the flatcar and FIG. IA showing the other half of the length of the flat car;

FIG. 2 is an enlarged fragement of FIG. 1A showing the load and bandingthereon'after the load has shifted longitudinally on the flat car;

FIG. 3 is an enlarged side elevation of the tie-down assembly device fortensioning the steel banding about the load on the flat car;

FIG. 4 is a side elevation of the tie-down assembly in a stored positionalong the outer surface of the side sill structure;

FIG. 5 is an end elevation of the tie-down assembly illustrated instored position in FIG. 4;

FIG. 6 is a top plan of the banding arrangement over the upper surfaceof the load on the flat car indicating the end portions of the bandingsecured by a crimped connector;

FIG. 7 is an elevational view of a corner protector for the load overwhich the banding is positioned;

FIG. 8 is a modified form of the invention in which a separate bandingloop is provided to release the tensioning of the banding for removal ofthe banding;

FIG. 8A is a further embodiment of the banding loop;

FIG. 9 is an end view looking along the side of the car of means torelease the tension on the banding for removal of the banding andillustrates a gradual release of the pretensioned load;

FIG. 10 is a side elevation of the means for releasing tension shown inFIG. 9;

FIG. 11 is a section taken generally along line 1l11 of FIG. 10;

FIG. 12 is an elevation of a further form of means for releasingtensioning on the banding and illustrates an overcenter device;

FIG. 13 is a side elevation of the tensioning release means shown inFIG. 12.

FIG. 14 is a plan view illustrating another embodiment of the presentinvention with the tie-down assembly in the stored position; I

FIG. 15 is a side elevation of the embodiment shown in FIG. 14;

FIG. 16 is a view looking along the side of the car of the embodiment ofthe invention shown in FIGS. 14 and 15 with the tie-down assembly inoperative position to secure the lading;

FIG. 17 is an enlarged view of the lading receiving means shown in FIG.16 at 90 thereto;

FIG. 18 is a view looking along the side of the car of anotherembodiment of the present invention with the tie-down assembly inoperative position to secure the lading;

FIG. 19 is a plan view of the embodiment shown in FIG. 18 with thetie-down assembly in the stored position;

FIG. 20 is a side elevation of the view in FIG. 19; and

FIG. 21 is an enlarged view of the lading receiving means in FIG. 18 at90 thereto.

DETAILED DESCRIPTION Referring now to the drawings for a betterunderstanding of this invention and more particularly to the embodimentshown in FIGS. 1-7, a railway flat car is generally indicated 10 havinga center sill 12, a side sill structure generally indicated 14, and adeck 16 forming the upper surface of flat car 10. As shown particularlyin FIGS. 4 and 5, side sill structure 14 comprises an outer angle 18having an outer vertical leg 20 and a horizontal leg 22 to which deck 16is welded. A vertical web 24 of side sill structure 14 has an outturnedlower flange 26 at its lower end.

Mounted on deck 16 are a plurality of loads L comprising bundlesoflumber banded together by bands B. Wooden transverse support members Sare placed on deck 16 and between separate loads L of the banded lumberto space loads L from each other and from the deck to permit a forklifttruck to load and unload the lumber from car 10.

Spaced along the length of flat car 10 are a plurality of tie-downassemblies generally indicated 28 and arranged in pairs alignedtransversely of flat car 10. Each assembly 28 comprises a compressionspring 30 mounted around a pair of yokes 32 and 34. A follower 36 on theend of yoke 34 and a follower 38 on the end of yoke 32 engage oppositeends of spring 28 for compressing spring 30 upon outward movement ofyokes 32 and 34. A chain 40 has one end mounted about yoke 34 and has anend link 42 on its opposite end welded to the outer face of leg 20thereby to prevent removal of compression spring assembly 28 fromrailway flat car 10. A link 44 connects yoke 32 with a clevis 46. Hooks48 are secured to the outer face of vertical web 24 and are adapted toengage yokes 34 and clevis 46 as shown in FIGS. 4 and 5 for maintainingcompression spring assembly 28 in a stored position when not in use.

To secure the bundles of lumber L onto the deck of flat car 10, aplurality of tie-downs are spaced along the length of car 10 eachcomprising an endless metal banding generally indicated 50 andpositioned over loads L. Each endless looping of metal banding 50 isconnected to a pair of compression spring assemblies 28. To mount metalbanding 50 over loads L, a strip of metal banding is first positionedover the upper surface of the load and the free ends are threadedthrough clevises 46. The banding strip is then passed unwardly over loadL with end portions overlapping each other over the upper surface ofload L. In this position, metal banding 50 is ready to be tightened ortensioned. A conventional Windlass tensioning tool with a handleextension may be employed to pretension steel banding 50 to around 3,000pounds. As an example, steel 0.035 inch thick with a breaking strengthat around l2.000 pounds. After the banding has been pretensioned apredetermined amount, a splice or connector 52 is placed about the endportions of banding 50 and is crimped about the banding to hold the endportions of banding 50 together in a pretensioned relation. A crimpingtool is best employed to crimp spice 52 about the banding.

To prevent steel banding 50 from damaging or biting into the corners ofthe bundled lumber, steel corner protectors 54 as shown particularly inFIGS. 6 and 7 are provided and have a central groove formed betweenraised portions 56 to receive banding 50.

As shown in FIG. 2, corner protectors 54 maintain the banding spaced asit passes from the top of the lading to clevis 46. This spacing appliesa moment to clevis 46 urging the same to rotate during tightening of thebanding. If the assembly 28 could not rotate to accommodate this moment,stress concentrations would be introduced into the banding by clevis 46which would sometimes lead to failure of the banding. However, the linksof chain 40 provide the desired rotational freedom which has been foundto be at least about 20.

As an example of spring assembly 28, spring 30 may be a length of 12inches and have a total compression of around 3 inches with a springrate of L500 pounds per inch of compression. Thus, to obtain atensioning of 3,000 pounds in banding 50, spring 30 would be compressed2 inches which would leave 1 inch of compression remaining afterpretensioning of bands 50. Thus, even if loads L compacted or settled asmuch as (1 /2) some pretensioning, about 750 pounds, would r'er'iiininbanding 50 Eur ther, springs 30 would not bottom out until the total 3inch travel had been effected in spring 30. As end bulkheads are notprovided to restrain the longitudinal shifting of loads L, it isdesirable that the longitudinal shifting be minimized particularly torepeated impact loads from the same end. The amount of restraint by thetie-down would be dependent on the total number of tie-downs and on theamount of cushioning the flat car has. For example, with onlyconventional draft gear employed, the spacing of the tie-downs would berelatively small while with along travel end of car cushioning unit,such as a cushioning unit at each end of the car having a travel of 15inches, a relatively large spacing between the separate tie-downs forthe loads might be provided.

As a specific example, a flat car 89 feet in length was loaded withl65,000 pounds of finished pine lumber consisting of bundles 2 feet by 4feet in lengths of 8 feet, 10 feet, 12 feet, 14 feet, 18 feet and 20feet. The flat car employed end of car. cushioning with a 15 inchtravel. Steel banding was applied using 1 inch wide by 0.035 inch thickbanding as shown in FIGS. 1-7 and the banding was tensioned to around3,000 pounds. Chain 40 contained 12 links allowing 27 of rotation ofassembly 28 about its generally vertical axis. Seventeen tie-downs werespaced around 4.5 feet apart along the length of the railway flat carand the car was impacted by three repeated miles per hour impacts with a220,000 pounds striking car and no backup cars. A total average loadshift of around 12 inches was obtained and none of the tie-downsexceeded 80 percent of their breaking strength during the three highspeed impacts from the same end.

Thus, the present banding arrangement permits the banding from goingslack even with a settlement of the load in transit and therebyminimizes any undue shifting of loads L. A tension is maintained on theload under substantially all conditions and lengthwise shifting of loadsL on the car, particularly where long travel end-of-car cushioningdevices are provided, is within acceptable limits. The arrangement ofthe banding in an endless double loop arrangement permits the banding toslip lengthwise upon tightening, thereby providing a two to onemechanical advantage which permits a conventional tensioning tool to beemployed for providing a 3,000 pounds pretensioning on each of thetiedowns. The two strands or passes of the banding over the uppersurface of the load are laterally spaced from each other and two cornerprotectors 54 are positioned over each upper corner of the load whichalso facilitates the slipping of the banding lengthwise uponpretensioning. It is noted that the amount of pretensioning may bedetermined visually by inspecting the amount of deflection in springassemblies 28.

In general, the spring should be capable of being tensioned to at leastabout 2,000 pounds, preferably to at least about 3,000 pounds. Thespring should be capable of retaining a minimum of at least 750 poundsafter load settlement. This should be the case even where the lading hassettled as much as 1.5 inches, which is very unusal. It is preferredthat the tension be at least 1,000 pounds after settlement. Mostpreferably the tension should be at least 1,500 pounds after settlementof 1 inch.

It is further preferred that the lading not travel more than about 24inches longitudinally before resilient deflection of the resilient meanssubstantially ceases. For example, in the case of a metal spring thespring would go solid at this point. Alternatively, for a metal springor a resilient means comprising rubber in shear, stops may be providedto limit travel of the resilient means. It is most preferred thatresilient deflection substantially cease after longitudinal ladingtravel of not more than about 12 inches.

While load L has been illustrated as packaged lumber, it is to beunderstood that this banding arrangement may be employed on other loads,and is particularly adapted for loads having a generally rectangularcross section. Further, while the resilient means has been illustratedas compression spring assemblies 28, other resilient means may beemployed satisfactorily, such as rubber in shear. However, thedeflection of other resilient means would be roughly the same as thespring assemblies 28 and would pretension the banding about the sameamount as spring assemblies 28.

When it is desired to remove the load from flat car 10, it may behazardous to cut or snip the banding while the banding is under asubstantial tensioning, such as 3,000 pounds of tension, since the cutends may whip or flail about. Thus, it is desirable to remove at least aportion of the tensioning in the steel banding. One arrangement forreleasing the tensioning is shown in FIG. 8 in which a loop 60 has itsend portions 62 secured by crimped connectors or splicer 64 to thebanding 50A which has its ends secured by connectors 52A. Loop 60bypasses the connected ends of banding A. To release the tensioning inbanding 50A, a worker cuts band 50A at a position between the connectors64 which snaps loop to a taunt relation and releases the tensioning inbanding 50A. With the tensioning released, banding 50A may then be cutat another position to release the banding from about the lumber.

FIG. 8A illustrates another manner of forming the banding loop. Anextending end portion 60A of banding 50A is looped over banding 50A anda crimped connector 64A secures the end portion 60A to banding 50A. Inthis position banding 50A may be cut between connectors 64 and 64A torelease the pretensioning.

Referring to FIGS. 9-11, a separate arrangement for releasing thetensioning in the banding is illustrated. A clevis 66 on the lower endof chain 40A is pivotally connected at 68 to the upper end of a movablerod 70 and a flexible seal 72 is secured adjacent the lower end of rod70. An angle 74 is secured between leg 20A of side sill angle 18A andvertical web 24A. Secured to the underside of angle74 is a hollowcylinder 76 in which seal 72 is mounted for movement. Rod 70 extendsthrough an opening 78 in the lower horizontal leg of angle 74 whichopening is larger in diameter than rod 70 therefore permitting a releaseof air from cylinder 76 upon an upward movement of seal 72. Rod 70 has areduced diameter portion 80 and lock lever 82 is pivotally mounted at 84to angle 74. Lever 82 has an end hook portion 86 adapted to fit aboutthe reduced diameter portion 80 of rod 70. A retainer 88 is mounted overthe end of hook portion 86 and pins 90, which secure retainer 88, formstops for the end of hook portion 86. Lever 82 may be releasably securedin a locked position by pin 92 in bracket 94. In the position shown inFIG. 9, with rod 70 having its lower end seated on lower flange 26A andlever 82 engaged with reduced diameter 80, the banding is placed aboutthe load and pretensioned as set forth above. When it is desired torelease the pretensioning from the banding for removal of the banding,pin 92 is removed from bracket 94 and lever 82 is pivoted about pivot 84to remove hook portion 86 from reduced diameter portion 80 of rod 70.Longitudinal rod 70 then moves upwardly in a relatively slow manner asseal 72 forces air from cylinder 76 through opening 78 therebyminimizing any snapping action in the banding when the tensioning isreleased.

Referring to FIGS. 12 and 13, a further embodiment for releasing thetensioning is illustrated in which a yoke 96 is pivotally mounted to theupper end of yoke 32A about pivot 98. An overcenter link 100 is pivotedabout pivot 102 to yoke 96 and has an axis 103 about which banding 50Bis mounted. Link 100 thus may be rotated or moved in an are A between anovercenter secured position shown in solid lines in FIGS. 12 and 13 andan unlocked position shown in broken lines in FIG. 12. A retaining pin104 holds link 100 in the overcenter position. To release thetensioning, pin 104 is removed and a pry bar or the like is placed inthe opening of yoke 96 beneath axis 103 and link 100 is urged outwardlypast a dead center relation with respect to axis 102 thereby effectingmovement of link 100 to the broken line position shown in FIG. 12 and arelease of tensioning from banding 50B.

In accordance with another embodiment of the present invention as shownin FIGS. 14-l6, tie-down assembly 128, comprises a resilient means 130for providing tension to the strapping, means 140 for providingrotational movement of the tie-down assembly about a generally verticalaxis, and a means 141 for receiving the lading strapping. Resilientmeans 130 comprises spring 131 having tensioning properties as describedabove and having followers 136 and 138.

Yoke 132 has mounted therein an assembly generally designated 140 forpermitting rotation of the tie-down assembly about its generallyvertical axis during tensioning of the strapping. Assembly 140preferably comprises one or more links 147, 148 having meansinterconnecting them 149 to provide a wide degree of rotation movementabout the axis of the hold down assembly. One example of an appropriatemeans for providing rotational movement is a swivel. The means forproviding rotational movement are preferably but not necessarilyconnected directly respectively to the means for receiving the ladingstrapping 141 and resilient means 130.

The rotational freedom of movement reduces the stress concentration onthe straps passing through the assembly because the separation of thestraps as shown at 54 in FIG. 1 tends to cause the assembly to rotateduring tensioning. Restraint of this rotation creates stressconcentrations in the straps which can nucleate cracks and eventuallylead to failure of the strapping.

lnterconnecting with assembly 140 for providing rotation is a ladingstrap receiving assembly 141. This assembly comprises link means forreceiving lading strapping 151 in this embodiment comprising a chainclevis 142. A rotatable pin 144 may be provided in the clevis andstrapping 151 may ride around rotatable pin 144. In accordance withanother embodiment a collar 143 is provided on clevis 142 for receivingthe strapping. Means are preferably provided on the collar to avoid thestrapping bearing against the upward extension of legs of the clevis,for example, by providing the collar 143 with a diameter substantiallyequal to or in excess of the diameter of clevis 143 as shown in FIG. 17.If the strapping bears against the clevis legs, stress concentra' tionsare introduced into the banding which can nucleate cracks whicheventually cause failure of the bandmg.

It is not necessary that the means for allowing rotational movement 140be located between the resilient means 130 and strapping receiving means141. The means allowing rotational movement may be located below theresilient means, as shown, for example, in FIGS. 2 and 3.

As is also shown in FIGS. 14-17, tie-down assembly 128 is mounted withinhold-down assembly 160 by means of pin 161 extending between and withinplates 163, 165 which are mounted on the car floor or on an appropriatesupport 166 on the side of the car such as a bracket 167. A horizontalportion 168 of bracket 167 is extended to provide support for springassembly 128. Thus when strapping 151 is removed therefrom, the assemblypivots about pin 161 and falls automatically by gravity into the storingposition shown in FIGS. 14 and 1S. Plates 163, 165 guide the pivotalmovement and the car floor or horizontal extension 168 supports assembly128 in storage or in transit until it is again utilized.

Another feature of the present tie-down assembly is that it be mountedfor pivotal movement to accommodate movement of the lading as shown, forexample, in FIGS. 2 and 3. In this embodiment chain 40 is free to pivotabout link 42. In the embodiment shown in FIGS. 14-16, clearance isprovided between plates 163, 165 and resilient means 130 (i.e., yoke 134in FIG. 16) to allow such movement. Furthermore, there must besufficient clearance to allow assembly 128 to pivot laterally inwardlytoward the car to the extent of at least about 5 to accommodate varyingload heights.

In accordance with another embodiment, a tie-down assembly 228 similarto the one shown in FIGS. 14-17 is shown in FIGS. 18-21 and includes aspring assembly 230 including a compression spring 231 mounted around apair of yokes 232 and 234. A follower 236 on the end of yoke 234 and afollower 238 on the end of yoke 232 engage opposite ends of spring 231for compressing the same. A swivel means 246 is provided between springassembly 230 and lading receiving means 240.

In this embodiment the lading receiving means 240 comprises a singlepiece link 241. As shown in FIG. 21, the end portions 241a, 241b, and2410 are contoured to angles of approximately or less and roundedcorners are avoided. This substantially avoids introducing stressconcentration into the banding which would occur if rounded corners areused where the banding can partially move around the corner. Also, sincethe link is made in one piece there are no arms which bear against thestrapping and introduce stress concentrations.

As is also shown in FIGS. 18-20, tie-down assembly 228 is pivoted at itsopposite end about a hold-down assembly indicated generally at 260. Theassembly 260 comprises plates 263 and 265 in which pin 261 is generallymounted therebetween. Clearance as described in connection with FIGS.14-17, is provided between the plates for pivotal movement of assembly228 longitudinally and laterally.

After the banding 250 is removed from spring assembly 228, the springassembly may be dropped and plates 265 and 263 will guide the springassembly to a storing position on the car floor or on the side of thecar as shown in FIGS. 19 and 20. Means 270 are provided to support thespring assembly adjacent the side of the car. For example, a suitablebracket 271 may be utilized having a horizontal extension 272 whichengages the spring assembly in the stored position. In the storedposition plate 263 also prevents spring assembly 228 from rotatingdownwardly in the stored position. Plate 263 is preferably made longerlongitudinally than it extends in a vertical direction to aid itsguiding function, and prevent the spring unit from swinging outexcessively.

What is claimed is:

1. A tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the carcomprising:

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstraps with said seat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

means allowing rotational movement of said lading strap receivingassembly about its own generally vertical axis during tensioning of thestrapping to the extent of at least about 20;

and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse t the side of the car,

said resilient assembly being characterized by deflection of theresilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches.

2. An assembly according to claim 1 wherein the means allowingrotational movement is a swivel.

3. An assembly according to claim 1 wherein the means for allowingrotational movement comprises a chain.

4. An assembly according to claim 1 wherein said resilient assembly iscapable of retaining at least about 1,000 pounds after load settlementof one inch.

5. An assembly according to claim 1 wherein said lading strap receivingassembly comprises a clevis.

6. A tie-down assembly according to claim 5 wherein the swivel means iscapable of unlimited rotational movement about its own generallyvertical axis.

7. A tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping comprising:

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstrapping with said seat;

lading strapping passing over the lading in a double loop with saidstraps being spaced at upper side corners of the lading and engagingsaid lading strap receiving assembly;

a resilient assembly comprising means compressible to at least 3,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

a chain allowing rotational movement of said lading strap receivingassembly about its own generally vertical axis during tensioning of thestrapping;

and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse to the side of the car; said resilientassembly being characterized by deflection of the resilient assemblysubstantially ceasing after longitudinal lading travel of not more thanabout 12 inches.

8. A tie-down assembly according to claim 7 wherein said ladingstrapping includes means to reduce the tensioning of the strapping priorto removal thereof from the banding.

9. A tie-down assembly according to claim 8 wherein the means to reducetensioning of the strapping includes at least one loop adopted to besevered to release the tension.

10. A tie-down assembly according to claim 8 wherein the means to reducethe tensioning of the strapping comprises a fluid cylinder operativelyconnected to said strapping adjacent each side of the car and having amovable seal therein, and releasable securing means connected to saidseal to hold said seal in one position during pretensioning of thestrapping, said securing means upon release etTecting actuation of saidseal within said cylinder and a relatively gradual movement of the sealto provide a gradual release of tensioning in the strapping.

11. A tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the carcomprising:

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstraps with said seat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

said resilient assembly being characterized by deflection of theresilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches;

a swivel means allowing rotational movement of said lading strapreceiving assembly about its own generally vertical axis duringtensioning of the strapping to the extent of at least about 20;

and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse to the side of the car, and allowinglimited pivotal movement about an axis parallel to the side of the carto provide automatic movement of said tiedown assembly to a storedposition extending generally longitudinally of the car upon release ofsaid straps.

12. An assembly according to claim 11 wherein the means allowing pivotalmovement include spaced plates with a pin mounted therebetween whichengages a portion of the tie-down assembly.

13. An assembly according to claim 12 wherein clearance is providedbetween the portion of the tiedown assembly mounted therein and saidplates.

14. In a tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the car theimprovement comprising:

a lading strap receiving assembly including a curved seat and siderestraining means maintaining engagement of said lading straps with saidseat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

a swivel means allowing a wide degree of rotational movement of saidlading strap receiving assembly about its own generally vertical axisduring tensioning of the strapping in excess of at least about 20;

and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse to the side of the car, said resilientassembly being characterized by deflection of the resilient assemblysubstantially ceasing after longitudinal lading travel of not more thanabout 24 inches.

15. An assembly according to claim 14 wherein the lading strap receivingassembly comprises a clevis.

16. An assembly according to claim 15 wherein said clevis is providedwith a rotatable member engaging the strapping.

17. An assembly according to claim 16 wherein the clevis is providedwith a collar mounted on said rotatable member.

18. An assembly according to claim 17 wherein said collar has a diameterequal to or greater than the diameter of the clevis legs.

19. An assembly according to claim 14 wherein the lading strap receivingassembly comprises a link having corners on the inside of the linkswithout rounded edges for reducing stress concentrations in thestrapping passing therethrough.

20. An assembly according to claim 14 wherein said resilient assembly iscapable of retaining at least about 1,000 pounds of tension aftersettlement of the lading.

21. An assembly according to claim 20 wherein the resilient assembly iscapable of returning at least 1,500 pounds of tension after ladingsettlement of one inch.

22. A tie-down assembly according to claim 14 wherein the swivel meansis capable of unlimited rotational movement about its own generallyvertical axis.

23. in a tie-down assembly to be mounted upon pposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the car theimprovement comprising:

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstraps with said seat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 'l .5 inches;

said resilient assembly being characterized by deflection of theresilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches;

a swivel means allowing a wide degree of rotational movement of saidlading strap receiving assembly about its own generally vertical axisduring tensioning of the strapping in excess of at least about 20;

and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse to the side of the car, and allowinglimited pivotal movement about an axis parallel to the side of the carto provide automatic movement of said tiedown assembly to a storedposition extending generally longitudinally of the car upon release ofsaid straps.

24. A railway flat car comprising:

a plurality of tie-down assemblies mounted upon opposite sides along thelongitudinal length of the car generally at the car deck level to securea lading to the car deck;

expendable lading strapping having straps passing over the lading in adouble-loop with said straps being spaced at upper side corners of thelading and engaging said tie-down assemblies along the length of thecar;

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstraps with said seat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

swivel means allowing rotational movement of said lading strap receivingassembly about its own generally vertical axis during tensioning of thestrapping to the extent of at least about 20;

and means allowing longitudinal pivotal movement of said tie downassembly about an axis transverse to the side of the car, said resilientassembly being characterized by deflection of the resilient assemblysubstantially ceasing after longitudinal lading travel of not more thanabout 24 inches.

25. A railway flat car comprising:

A plurality of tie-down assemblies mounted upon opposite sides along thelongitudinal length of the car generally at the car deck level to securea lading to the car deck;

expendable lading strapping having straps passing over the lading in adouble loop with said straps being spaced at upper side corners of thelading and engaging said tie-down assemblies along the length of thecar;

a lading strap receiving assembly comprising means including a curvedseat and side restraining means maintaining engagement of said ladingstraps with said seat;

a resilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tension after settlement ofthe lading of up to 1.5 inches;

said resilient assembly being characterized by deflection of theresilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches;

a swivel means allowing rotational movement of said lading strapreceiving assembly about its own generally vertical axis duringtensioning of the strapping to the extent of at least about 20;

and mounting means mounting said tie-down assemblies on the car andallowing longitudinal pivotal movement of said tie-down assembly aboutan axis transverse to the side of the car, and allowing limited pivotalmovement about an axis parallel to the 27. A railway flat car as setforth in claim 26 wherein at least one of said plates has a greaterhorizontal extent than vertical extent.

28. A railway flat car as set forth in claim 27 wherein the outermostplate has a greater horizontal extent than vertical extent.

1. A tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the carcomprising: a lading strap receiving assembly comprising means includinga curved seat and side restraining means maintaining engagement of saidlading straps with said seat; a resilient assembly comprising meanscompressible to at least 2,000 pounds to provide restraint of saidlading mounted upon the car and capable of retaining at least 750 poundsof tension after settlement of the lading of up to 1.5 inches; meansallowing rotational movement of said lading strap receiving assemblyabout its own generally vertical axis during tensioning of the strappingto the extent of at least about 20*; and means allowing longitudinalpivotal movement of said tiedown assembly about an axis transverse tothe side of the car, said resilient assembly being characterized bydeflection of the resilient assembly substantially ceasing afterlongitudinal lading travel of not more than about 24 inches.
 2. Anassembly according to claim 1 wherein the means allowing rotationalmovement is a swivel.
 3. An assembly according to claim 1 wherein themeans for allowing rotational movement comprises a chain.
 4. An assemblyaccording to claim 1 wherein said resilient assembly is capable ofretaining at least about 1,000 pounds after load settlement of one inch.5. An assembly according to claim 1 wherein said lading strap receivingassembly comprises a clevis.
 6. A tie-down assembly according to claim 5wherein the swivel means is capable of unlimited rotational movementabout its own generally vertical axis.
 7. A tie-down assembly to bemounted upon opposite sides along the longitudinal length of a railwayflat car generally at the car deck level to secure a lading to the cardeck with expendable lading strapping comprising: a lading strapreceiving assembly comprising means including a curved seat and siderestraining means maintaining engagement of said lading strapping withsaid seat; lading strapping passing over the lading in a double loopwith said straps being spaced at upper side corners of the lading andengaging said lading strap receiving assembly; a resilient assemblycomprising means compressible to at least 3,000 pounds to providerestraint of said lading mounted upon the car and capable of retainingat least 750 pounds of tension after settlement of the lading of up to1.5 inches; a chain allowing rotational movement of said lading strapreceiving assembly about its own generally vertical axis duringtensioning of the strapping; and means allowing longitudinal pivotalmovement of said tie-down assembly about aN axis transverse to the sideof the car; said resilient assembly being characterized by deflection ofthe resilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 12 inches.
 8. A tie-down assemblyaccording to claim 7 wherein said lading strapping includes means toreduce the tensioning of the strapping prior to removal thereof from thebanding.
 9. A tie-down assembly according to claim 8 wherein the meansto reduce tensioning of the strapping includes at least one loop adoptedto be severed to release the tension.
 10. A tie-down assembly accordingto claim 8 wherein the means to reduce the tensioning of the strappingcomprises a fluid cylinder operatively connected to said strappingadjacent each side of the car and having a movable seal therein, andreleasable securing means connected to said seal to hold said seal inone position during pretensioning of the strapping, said securing meansupon release effecting actuation of said seal within said cylinder and arelatively gradual movement of the seal to provide a gradual release oftensioning in the strapping.
 11. A tie-down assembly to be mounted uponopposite sides along the longitudinal length of a railway flat cargenerally at the car deck level to secure a lading to the car deck withexpendable lading strapping having straps passing over the lading in adouble loop with said straps being spaced at upper side corners of thelading and engaging said tie-down assemblies along the length of the carcomprising: a lading strap receiving assembly comprising means includinga curved seat and side restraining means maintaining engagement of saidlading straps with said seat; a resilient assembly comprising meanscompressible to at least 2,000 pounds to provide restraint of saidlading mounted upon the car and capable of retaining at least 750 poundsof tension after settlement of the lading of up to 1.5 inches; saidresilient assembly being characterized by deflection of the resilientassembly substantially ceasing after longitudinal lading travel of notmore than about 24 inches; a swivel means allowing rotational movementof said lading strap receiving assembly about its own generally verticalaxis during tensioning of the strapping to the extent of at least about20*; and means allowing longitudinal pivotal movement of said tie-downassembly about an axis transverse to the side of the car, and allowinglimited pivotal movement about an axis parallel to the side of the carto provide automatic movement of said tie-down assembly to a storedposition extending generally longitudinally of the car upon release ofsaid straps.
 12. An assembly according to claim 11 wherein the meansallowing pivotal movement include spaced plates with a pin mountedtherebetween which engages a portion of the tie-down assembly.
 13. Anassembly according to claim 12 wherein clearance is provided between theportion of the tie-down assembly mounted therein and said plates.
 14. Ina tie-down assembly to be mounted upon opposite sides along thelongitudinal length of a railway flat car generally at the car decklevel to secure a lading to the car deck with expendable ladingstrapping having straps passing over the lading in a double loop withsaid straps being spaced at upper side corners of the lading andengaging said tie-down assemblies along the length of the car theimprovement comprising: a lading strap receiving assembly including acurved seat and side restraining means maintaining engagement of saidlading straps with said seat; a resilient assembly comprising meanscompressible to at least 2,000 pounds to provide restraint of saidlading mounted upon the car and capable of retaining at least 750 poundsof tension after settlement of the lading of up to 1.5 inches; a swivelmeans allowing a wide degree of rotational movement of said lading strapreceiving assembly about its own generally verTical axis duringtensioning of the strapping in excess of at least about 20*; and meansallowing longitudinal pivotal movement of said tie-down assembly aboutan axis transverse to the side of the car, said resilient assembly beingcharacterized by deflection of the resilient assembly substantiallyceasing after longitudinal lading travel of not more than about 24inches.
 15. An assembly according to claim 14 wherein the lading strapreceiving assembly comprises a clevis.
 16. An assembly according toclaim 15 wherein said clevis is provided with a rotatable memberengaging the strapping.
 17. An assembly according to claim 16 whereinthe clevis is provided with a collar mounted on said rotatable member.18. An assembly according to claim 17 wherein said collar has a diameterequal to or greater than the diameter of the clevis legs.
 19. Anassembly according to claim 14 wherein the lading strap receivingassembly comprises a link having corners on the inside of the linkswithout rounded edges for reducing stress concentrations in thestrapping passing therethrough.
 20. An assembly according to claim 14wherein said resilient assembly is capable of retaining at least about1,000 pounds of tension after settlement of the lading.
 21. An assemblyaccording to claim 20 wherein the resilient assembly is capable ofreturning at least 1,500 pounds of tension after lading settlement ofone inch.
 22. A tie-down assembly according to claim 14 wherein theswivel means is capable of unlimited rotational movement about its owngenerally vertical axis.
 23. In a tie-down assembly to be mounted uponopposite sides along the longitudinal length of a railway flat cargenerally at the car deck level to secure a lading to the car deck withexpendable lading strapping having straps passing over the lading in adouble loop with said straps being spaced at upper side corners of thelading and engaging said tie-down assemblies along the length of the carthe improvement comprising: a lading strap receiving assembly comprisingmeans including a curved seat and side restraining means maintainingengagement of said lading straps with said seat; a resilient assemblycomprising means compressible to at least 2,000 pounds to providerestraint of said lading mounted upon the car and capable of retainingat least 750 pounds of tension after settlement of the lading of up to1.5 inches; said resilient assembly being characterized by deflection ofthe resilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches; a swivel means allowing a widedegree of rotational movement of said lading strap receiving assemblyabout its own generally vertical axis during tensioning of the strappingin excess of at least about 20*; and means allowing longitudinal pivotalmovement of said tie-down assembly about an axis transverse to the sideof the car, and allowing limited pivotal movement about an axis parallelto the side of the car to provide automatic movement of said tie-downassembly to a stored position extending generally longitudinally of thecar upon release of said straps.
 24. A railway flat car comprising: aplurality of tie-down assemblies mounted upon opposite sides along thelongitudinal length of the car generally at the car deck level to securea lading to the car deck; expendable lading strapping having strapspassing over the lading in a double loop with said straps being spacedat upper side corners of the lading and engaging said tie-downassemblies along the length of the car; a lading strap receivingassembly comprising means including a curved seat and side restrainingmeans maintaining engagement of said lading straps with said seat; aresilient assembly comprising means compressible to at least 2,000pounds to provide restraint of said lading mounted upon the car andcapable of retaining at least 750 pounds of tEnsion after settlement ofthe lading of up to 1.5 inches; swivel means allowing rotationalmovement of said lading strap receiving assembly about its own generallyvertical axis during tensioning of the strapping to the extent of atleast about 20*; and means allowing longitudinal pivotal movement ofsaid tie-down assembly about an axis transverse to the side of the car,said resilient assembly being characterized by deflection of theresilient assembly substantially ceasing after longitudinal ladingtravel of not more than about 24 inches.
 25. A railway flat carcomprising: A plurality of tie-down assemblies mounted upon oppositesides along the longitudinal length of the car generally at the car decklevel to secure a lading to the car deck; expendable lading strappinghaving straps passing over the lading in a double loop with said strapsbeing spaced at upper side corners of the lading and engaging saidtie-down assemblies along the length of the car; a lading strapreceiving assembly comprising means including a curved seat and siderestraining means maintaining engagement of said lading straps with saidseat; a resilient assembly comprising means compressible to at least2,000 pounds to provide restraint of said lading mounted upon the carand capable of retaining at least 750 pounds of tension after settlementof the lading of up to 1.5 inches; said resilient assembly beingcharacterized by deflection of the resilient assembly substantiallyceasing after longitudinal lading travel of not more than about 24inches; a swivel means allowing rotational movement of said lading strapreceiving assembly about its own generally vertical axis duringtensioning of the strapping to the extent of at least about 20*; andmounting means mounting said tie-down assemblies on the car and allowinglongitudinal pivotal movement of said tie-down assembly about an axistransverse to the side of the car, and allowing limited pivotal movementabout an axis parallel to the side of the car to provide automaticmovement of said tie-down assembly to a stored position extendinggenerally longitudinally of the car upon release of said straps.
 26. Arailway flat car as set forth in claim 25 wherein said mounting meanscomprise two spaced apart plates with a pin therebetween mounted on thecar side.
 27. A railway flat car as set forth in claim 26 wherein atleast one of said plates has a greater horizontal extent than verticalextent.
 28. A railway flat car as set forth in claim 27 wherein theoutermost plate has a greater horizontal extent than vertical extent.